Internal-combustion engine.



T. J. FAY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 4. 1915.

T. I. FAY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 4, I9I5.

Patented July 2, 1918.

LQH INW 2 SHEETS-SHEET 2.

THOMAS J. FAY, OF BROOKLYN, NEW YORK, ASSIGNOR, BY MJESNE ASSIGNMENTS, TO THE STANDARD FARTS COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

INTERNAL-(301M311 STION' ENGINE.

LE'HJMW.

Specification of Letters Patent.

Patented July 2, fetid.

Application filed October 4%, 1915. Serial No. 53,926.

. and useful Improvement in Internal-Comtill bustion Engines, of which. the following is a full, clear, and exact description, reference being had to the. accompanying drawings.

This invention relates to internal combustion engines, and has particular reference to that type of engine wherein a 'sliding exhaust valve is employed. The objects of the invention are the provision of new and improved expedients for disposing of gas leakage occurring about the exhaust valve; the provision of a new and improved method of supporting the valve operating shaft; while other objects and advantages will become apparent as the description proceeds.

In the drawings accompanying and forming a part'of this application wherein T have illustrated one embodiment of my said invention: Figure 1 represents a vertical cross-sectional view of an engine constructed in accordance with my invention and corresponding substantially to the line l1 of Fig. 2, the cylinder being shown in elevation; Fig. 2 is a longitudinal vertical sectional view taken through the various valves and corresponding substantially to the line 2-2 of Fig. 1; and Fig. 3 is a horizontal sectional view taken substantially on the line 33 of Fig. 1 and looking downwardly. v

Describing by reference characters the parts shown in the drawings, 1 represents the crank case of an internal combustion engine having its upper end faced as at 2 for the reception of the cylinders 3 which are preferably cast en lilo-0, a four-cylinder engine being illustrated in the present case. Adjacent to their upper ends, these cylinders are formed with horizontally projecting hollow branches 4L4 each of which merges with a pair of hollow barrels 5 and 6, respectively; The upper ends of the barrels 5 and 6 are connected by a flat plate 7 which forms a seat for the inlet and exhaust manifolds, while the lower ends of said barrels are connected by the plate 8 which forms the upper wall of the casing for the valve shaft. The ends of the branches 4 are connected by a vertical plate 9 which also embraces the cylinders as shown at 10 to provide a water acket which thus includes the branches and barrels. The plate 7 is extendhilt:

ed so as also to connect the upper ends of the cylinders 3-3 and is faced on its upper surface to receive the cylinder head 11 which 15; 312% preferably water-jacketed as shown a Cylindrical sleeves 15-15 are inserted into opposite ends of said barrels 5 and 6, their adjacent ends being spaced apart as shown at 16 to form a port or passage communicating with the interior of the corresponding branch 4, and the exterior diameter of the sleeves adjacent to such meeting ends being preferably reduced in diameter as shown at 17 so as to provide an annular passage surrounding the sleeves. Slidably located inside of each barrel and working against the sleeves is a piston 18 provided with suitable rings 19 and articulated to the connecting rod 20. To the upper face of the plate 7 is secured a hollow casting 21 formed with an internal partition 22 whereby it is divided into two longitudinal chambers, said partition being deflected from side to side so as to place the barrels 5 in communication with one chamber and the barrels 6 in communication with the other chamber. In the present embodiment T have shown the barrels 55 as devoted to exhaust purposes and communicating by way of this chamber with the opening 23 which receives the exhaust pipe (not shown).

At each side of the plate 8 ll form depending skirts 25-25 terminating in a downwardly-facing ledge 26 against which is secured by the bolts 27-27 the elongated trough-shaped pan 28. Inside of this pan I have shown a plurality of bridges 30-30, which form the lower halves of bearings for the shaft 31, the upper halves of the bearings being formed by removable caps 32 suitably bolted thereto. One end of the shaft 31 projects through a gas tight journal box 33 into the gear casing 34: in which is disposed the gear train whereby motion is transmitted to the valve shaft 31 from the mainshaft 35, one gear of the train being shown at 36. The other end of the shaft preferably terminates inside of its casing, the ends'of the casing being brought together as shown at 37 (Fig. 2) in gas tight mann.

till

llb

llflb The shaft 31 is provided with a plurality of wrist pins 40, one for each of the connecting rods 20, the phase relation of said wrist pins being such as to move the varlous pistons in the proper sequence for inlet and outlet valve purposes. The casing containing the valve shaft being wholly closed in an efiiciently gas tight manner, any leakage past the exhaust valves will be trapped therein until any additional leakage therepast is impossible, after which any such leakage past the valves will necessarily take place in the opposite direction which will not be objectionable since it will escape directly into the exhaust' Likewise the pressure of the exhaust gas upon the inner ends of the inlet valves will oppose the escape of the inlet gases under compression and consequently will prevent fuel loss. The arrangement of the valve shaft bearings upon the cap 28 permits the shaft 31 together with all its connecting rods and pistons to be set up and assembled at one time, and afterward to be introduced into its place as a unit. This arrangement also facilitates the lubrication of the shaft and valves by permitting the shaft to be run in oil.

The sleeves 1515 are fitted snugly into their barrels so as to be held in proper working alinement, and may be secured by a pressed or shrunk joint or may be rusted in place by means of some suitable chemical reagent such as hydrofluoric acid deposited at the joint.

By making them separate from the cylinder casting it is possible to employ metals of greater resistance to corrosion and wear than iron, while the annular passageway and continuous slot produced by the reduced ends 17 convey the hot gases to every part of the valve casing substantially equally, thus avoidin the warping, leaking, and binding which occurs when the parts are unequally heated. Also the use of these lining sleeves facilitates the machining of the barrels 5, 6 by reason of their larger diameter and permits the lining sleeves to be made in an accurate and expeditious manner as by means of automatic machines.

Moreover the inside surfaces of these sleeves can be made very smooth and well finished in this manner, whereas it is much more difiicult and expensive to bring the interior of the barrel itself to the same degree of smoothness. And finally it is an easy matter to remove and replace worn sleeves, whereas wearing of the barrel would be dliilcult or impossible to cure.

While I have necessarily described my invention in detail I do not propose to be limited to such details except as the same may be positively included in the claims hereto annexed or may be rendered necessary by the prior state of the art.

Having thus described my invention, what I claim is:

1. In an internal combustion engine, a cylinder, a hollow barrel integral therewith, there being a passageway communicating with said cylinder and opening through the wall of said barrel intermediate its ends, lining means fixed in said barrel, the portion of said means adjacent to said passage way being reduced in external diameter to provide an annular passageway, a port communicating with said passageway and opening into the interior of said lining means, and a movable valve member located inside said lining means and adapted to cover and uncover said port.

2. In an internal combustion engine. a. cylinder, a hollow barrel integral with said cylinder, there being a passageway leading from said cylinder to a point intermediate the ends of said barrel, a hollow sleeve located in said barrel and having its exterior diameter decreased at a point adjacent to said port "so as to provide an annular passageway inside said barrel, there being a port establishing communication between said passageway and the interior of said sleeve, and a movable valve member located inside said sleeve and adapted to be moved to open or close said port.

3. In an internal combustion engine, a hollow barrel, a pair of hollow sleeves located in said barrel with their adjacent ends spaced apart to define a narrow port, and a movable valve member in said sleeve adapted to be moved to cover and uncover said port, the external diameter of the sleeves being reduced adjacent to their meeting ends to define an annular passageway communicating with said port, there being a passageway leading from said annular passageway to the engine cylinder.

4. In an internal combustion engine, a

cylinder having a hollow branch transverse to the cylinder axis, a pair of hollow barrels arranged one on each side of said branch and intersecting the sides thereof at a point intermediate the ends of the barrels, fixed sleeves in said barrels and having ports between their ends commiinicating with the interior of said branch, and valve means movably supported within said sleeves and adapted to alternately cover and uncover said ports.

In testimony whereof, I hereunto afiix my signature in the presence of two witnesses.

THOMAS J. FAY.

Witnesses:

H. S. Janene, H. W. STEINER. 

